V8 Newsletter
for April 2005 published in Safety Fast!, the award winning monthly magazine of the MG Car Club
This month we have news of an opportunity for V8 enthusiasts to drive their V8s on the track at Silverstone, another V8 Gathering at the Shoulder of Mutton on Hazeley Heath, a reminder of the V8 Essex Tour in September, another workshop note and two feature articles - one from Al Barnett on his V8 Roadster and the other from Dave Wellings with a diary of an MGBGTV8. We also have a page of photos of members and their V8s.

Another exclusive Members' Track Day has been arranged for Monday 11th April 2005 when V8 enthusiasts and other Club members will have an opportunity to drive their road cars on the National Circuit at Silverstone. These sessions are planned and run by MGs on Track, a branch of the MG Car Club which specialises in planning and running track days. Full details are set out on the Rolling V8 Calendar on the V8 Website, and booking details are available from Club Office.

Next month we have a V8 Gathering at the Shoulder of Mutton on Hazeley Heath, just north of Hook in Hampshire, on Sunday 22nd May from around noon. This is always a popular event arranged by Bryan Ditchman who can be contacted on 0118 932 6346. The landlord, Steve Thorning, is a former V8 enthusiast so always provides a warm welcome with Sunday lunch and bar snacks available. Full details are on the Rolling V8 Calendar on the V8 Website together with a useful map to help you find the Shoulder of Mutton.

The V8 Essex Tour 2005 is planned for the long weekend from Friday 9th to Monday 12th September 2005 and will be based at the Five Lakes Resort near Maldon. The full programme of visits includes Mountfitchet Castle and Norman Village, the Toy Museum nearby, the Essex County Show, and the New Hall Vineyards at Purleigh near Chelmsford. The organisers are Lynn and Andy Vine who can be contacted on 01245 259858 or at lynnvine@v8register.net by email. Full details of the tour and a booking form are on the V8 Website.

Franck Morand (Mirage 0158) from France and Thailand reports "there are now two places in Bangkok where you can find Old Speckled Hen, in case MG enthusiasts travelling through Bangkok happen to miss their favourite bear. I am travelling overseas so have not been to those places yet, but at least MG enthusiasts will find the right type of malted liquid there...!" For more information go to the web site at www.ruandeng.com

Speckled Hen is now available in Bangkok to the delight of MG enthusiasts there like Frank Morand (Mirage 0158).

A useful handsfree phone option for V8 enthusiasts which uses Bluetooth technology can be fitted very easily to a V8 and is very convenient to use is reported on the V8 Website. The system uses a Plantronics Mobile Headset (M2300) with a Bluetooth compatible mobile phone held in a mobile phone holder which fixes to the windscreen with a suction pad. The small headset is very neat and fits around the user's ear with a small microphone alongside the user's cheek. There are no wires to connect to the mobile phone as it uses a cleaver Bluetooth radio link, so you will need a mobile phone that supports Bluetooth, like a Nokia 6210. The holder can be obtained from Halfords and simply attaches to the windscreen above the dashboard with a suction pad and holds the phone at eye level. An additional advantage of this system is it can be transferred to an ordinary saloon or you

can invest in two holders for around £20 each. Full details are on the V8 Website but for members without internet access who would like details of this unit, just contact Victor Smith and he will mail or fax you a copy.

The Statutory Off Road Notice or SORN procedures have become a serious matter over the last year or so and some feel the DVLA has become quite aggressive in the way it is approaching the task of cracking down on the minority of serious offenders which affects the law abiding motorist, particularly classic car enthusiasts. Another example was reported on the V8 Website earlier this year as follows - "Making a SORN declaration in the UK is not a casual exercise - if you trip up on their procedures beware there is a penalty of £80, reduced to £40 if paid within 28 days. If you continue without road tax or a SORN after receiving this penalty notice, you are liable to a further penalty of £1,000, even if the car has not been on the road. The £1,000 is an irreducible minimum figure and DVLA prosecutions have started". We understand magistrates have no discretion on this fine and some feel the fine is quite disproportionate to the civil wrong an otherwise law abiding might trip up on. The key thing to remember when you hand over your papers at a Post Office counter when making a SORN declaration is you must get a NIL payment receipt as evidence your SORN was accepted by the Post Office for forwarding to the DVLA.

But that is not the only concern - you may not have become aware that the UK Government has another little scheme in the pipeline. In an effort to tackle the estimated 20% of uninsured motorists in the UK, they are planning to make it a £100 penalty offence to have a vehicle registered in your name without insurance, unless you have declared a SORN for that vehicle. This scheme will use the motor insurers' database to trace and prosecute people from the records, without seeing them on the road. The consultation paper is available from the DfT website. Most V8 enthusiasts will commend any scheme that clamps down on uninsured drivers, but it is another approaching administrative hurdle classic car enthusiasts will need to watch, particularly if their car is taxed for only part of a year and then SORNed. The casual approach to SORNing will no longer be a safe option - so do take care. Full details are on the five webpages on the V8 Website. Incidentally typing SORN in Google throws up a link to the V8 Website as a source of information which is useful to all classic car enthusiasts.

Converting the radio of a reimported RV8 (RV8NOTE221)
We noticed in an advert Mike Simmonds (Woodcote Green 1504) from Berkshire posted on the V8 Website offering his car for sale, that he had fitted a "new" UK market radio rather than the alternative of fitting a frequency band expander to the original Japan market radio. The popular option for overcoming the mismatch of the FM bands of a Japan market radio and the frequency band of broadcasts in the UK, is to fit a frequency band expander or converter as described in RV8NOTE220. So when we saw Mike's advert stating his RV8 "is fitted with a plug-in replacement UK specification Panasonic radio which controls the original equipment Panasonic boot-mounted CD player" we sought details of the new Panasonic radio he had fitted. Mike's reply was "there are new radios, and there are "new" radios. The one I fitted was spotted on a table at a car-boot sale a few months after I bought the RV8 - it is a "period" radio of the mid-nineties, but no RDS, I'm afraid. It is a Panasonic R805E Cassette Player and Receiver with Changer Control and it has a removable front panel. The CD player plug fitted straight in with no changes and worked well. The only changes I made were to the plugs on the back of the radio. The original (Japanese market) radio has three multi-way connectors on the rear of the set for power, speakers and rear "woofer" output". "The replacement radio did not have the third woofer connector. I made the choice of not connecting the woofer, although with a suitable cross-over, I'm sure this could be made to work. But bleeding ears for me and passers by does not appeal - I must be getting old!" "So, in summary, I did not cut any wires, I redirected a few, and I did not connect the woofers, but apart from that, it works fine".
Taking your V8 to the mountains of France

Indigo Blue 4279 a good looking V8 Roadster. (Photo: Al Barnett)
For eight of the last ten years I had the good fortune to live and work in Luxembourg and during that time my wife, Fiona, and I did lots of European touring and rallying in our RV8. At the beginning of 2004 we retired to Surrey and now divide our time between UK and our house in south east France. I sold the RV8 in Luxembourg and last summer and bought a 1972 V8 Roadster conversion and now, after almost a year's work, I am looking forward to taking the car to France. Not the France of the Riviera, not Paris, where the traffic is such that I would never want to drive a classic car, but France of the mountains and high places.

Why France?
France is a country with more than twice the land area of UK but with roughly the same population. It has thousands of kilometres of autoroute to speed you to the many scenic areas of the country, such as the Alps, the Massif Central or the Pyrenees, and once there, you will have no difficulty in finding plenty of fast and very quiet roads. It is a place where you can make the most of those V8 attributes: a plentiful supply of power, relaxed cruising and the ability to climb any mountain pass that has a tarmac road. The great passes of the Alps, all known as 'Cols', can be quite challenging with many of them climbing to above 2,000metres, where the views are stunning. The exhilaration of getting to the top of, for example, the Col de l' Arpettas after negotiating 57 hairpins will live in your memory. Some of the highest routes are twice the altitude of Ben Nevis, UK's highest mountain, and even in the height of summer there will be snow just off the road. The Alpine and Pyrenean passes are normally open from late May until at least the end of September before the snows arrive again and close them down.

Many of these historic routes have been bypassed by tunnels and autoroutes
This has left them as quiet backwaters for classic car enthusiasts and the ever present cyclists. Years ago they were the routes for the glory days of 50s and 60s rallying, echoing to the snarl of Big Healeys and more than a few MGs. Climbing them today at touring speeds you can only marvel at the courage and determination of Hopkirk, Aaltonen and the rest of the BMC team driving flat out, both by day and night. In those days many of the mountain roads were unsurfaced. Today the roads are generally good and driving a right hand drive car on the right lets the driver see just how big, and close, the drop from the road is - comforting for your passenger too!

Nothing like mountain air
Of course there is nothing like mountain air to give you an appetite and fortunately France's love of gastronomy means there are plenty of places to
satisfy your needs. Many of the villages are ski centres in the winter and welcome walkers and motoring tourists in the summer. In the mountains you won't find the big chain hotels but throughout France you will discover lots of 'logis'. These are small family run hotels offering very reasonably priced rooms and local food. In France you normally pay for the room and not per person, and you will have no difficulty in finding rooms at around 60 euro per night. You can find information at www.logis-de-france. If you are feeling a little more affluent then the annual Michelin Red Guide offers the most comprehensive listing of restaurants and hotels, ranging from the simple to the very upmarket. Generally you don't need to book except in July and August when the tourist season is at its busiest. Alternatively you can take part in a rally or join one of the many escorted tours that are now advertised in the classic car press and then all your hotels will be arranged by the organizers.

For the last 8 years Fiona and I have taken part in the annual Prix des Alpes which is organised by Safety Fast! Editor Peter Browning, and as a result we know many of the great passes and have made lots of like minded friends. For 2005 the event will route from France through Switzerland to the Italian Lakes, finishing with three nights on Lake Garda. When I last checked in February there were just a few places left, for information contact SportScene International on 01235 848198 or by email brownings.sportscene@virgin.net

BRG 1839 formerly owned by Al Barnett on the Prix des Alpes. (Photo: Al Barnett)

Some recommendations
If I have whetted your appetite, let me give you a short list of do's and don'ts:

o Do buy good maps, the Spiral bound Michelin 1/200.000 Atlas Routier is very good but needs bulldog clips in an open car to stop it tearing.

o Do remember you are in a foreign country and respect the laws of the land. The French enthusiastically welcome classic cars and we want to keep it that way.

o Do make sure you have 'get you home' recovery insurance; it can be comforting when you are half way down a mountain and find the brakes are fast disappearing! (Continued on page 3)

Front cover from a V8 brochure setting out the specification of the MGBGTV8 published by Austin Morris Group of BL in July 1973. (Publication No 3023). It refers to the availability of an export specification model in left or right hand drive.


Development RV8 known as Dev2 seen on display at Silverstone. This car was used for engine cooling tests. (Photo:Gavin Bailey)


Woodcote Green 0516 recently registered by Ross McRobie in New Zealand sports a very appropriate number plate. (Photo: Ross McRobie)


Woodcote Green 1504 with a very neat windstop installation supplied byTij-Power in Germany. Full details are set out in RV8NOTE224. (Photo: Mike Simmonds)

Woodcote Green 1504 was offered for sale earlier this year by Mike Simmonds and the neat hardtop was sold separately within hours of it appearing on the RV8s for Sale webpage. Original RV8 hardtops do not come up for sale often and this one also had the special stand to store the hardtop safely when off the car. (Photo: Mike Simmonds)

Continued from page 2
o Do allow the local in the elderly Peugeot, who is 3 feet from your bumper, to overtake. Firstly he knows the road and secondly he always drives like that and should be allowed to have his own accident without involving you.

o Do remind each other every morning to "Drive on the Right". It is too easy to forget.

o Do take your driving licence, car registration and insurance documents plus a European Accident Statement. All mainland Europe drivers must be able to produce the documents for on the spot scrutiny. The French don't have to pay any road tax so they won't be very interested in yours.

o Do be prepared to leave the A and N roads. The D roads are often much quieter and more interesting.

o Don't take a radar detector to France. Possession and use are both illegal and the fines are instant and heavy - a 1,000 euro fine is not uncommon.

o Don't assume you can considerably exceed the speed limit on a deserted autoroute. The French have speed cameras too and there will be a Gendarme waiting at the next toll booth.

o Don't let your fuel tank get too low. Garages can be few and far between in the mountains, almost all close for two hours at lunch and your UK credit card probably won't work in the card operated pump.
o Don't believe the tales in the press of the French disliking the British. In more than 20 years of touring rural France, we have never encountered anything other than courtesy and helpfulness.

Taking your V8 through long sweeping bends, surrounded by majestic mountains and with the exhaust note echoing off the rock walls is one of the pleasures of life and, in my opinion, not to be missed. If I can offer any further advice then I can be contacted at alfi.barnett@btinternet.com - 'Bonne Chance' and 'Bonne Route'.

Footnote: Al Barnett subsequently sold the V8 Roadster featured in this article as he was offered the opportunity of buying back his old RV8 following the sad death of the new owner.
A 30 year old V8 diary from 1974
Dave Wellings (Black 0974) from Yorkshire, well known to many V8 enthusiasts as an authoritative source of information on V8s, has kept a detailed vehicle history of his car which is interesting - not least the number of gearboxes in its early life! This extract is of the early years before Dave acquired the V8 in April 1986. (Jan 05)

Black 0974 at Little Langford Farmhouse near Salisbury prior to setting off for Beaulieu in 1986. The stainless steel cover sills were fitted from new by University Motors. (Photo: Dave Wellings)

To me, a vehicle history is very important, so when I bought my factory V8 in 1986, I did quite an amount of research in order to get the full picture of its life in those first 12 years. My MGBGTV8 was completed on 5th November 1973, but it wasn't until May 1974 that it was sold by University Motors in Epsom. The Pre Delivery Inspection took place on 2nd May 1974. What follows is derived from service documents and invoices, and now 30 years on, gives an interesting picture of running a new V8 every day.
13 Jun 1974 - first service at 1,215 miles.
1st Jul 1974 - front wheel balanced.
14 Jul 1975 - service at 12,000 miles.
13 Feb 1976 - gearbox replaced under warranty at 15,400 miles.
4 Jun 1976 - service at 18,000 miles.
4 Mar 1977 - at 26,009 miles, clean carburettors, check brakes, lubricate fans and check wheel alignment.
15 Apr 1977. 26,869 miles, first MOT indicating an 8,956 miles pa average.
30 Jan 1978 - at 30,525 miles check water loss, radiator repair, new top & bottom hoses, new Otter switch and gear box replaced again. Each had lasted only 15,000 miles.
8 Mar 1978 - at 31,311 miles check water loss and new hoses.
27 Jul 1978 - new MG badge.
3 Aug 1978 - new exhaust, two new armrests, minor body repairs and new rear bumper.
25 Oct 1978 - at 35,256 miles a new brake master cylinder. 20 Apr 1979 - at 37,664 miles an MOT, new clutch master and slave cylinders.
3 Aug 1979 - at 39,738 miles new distributor cap, new stop lamp bulb, and new clutch plate, cover and bearing. (Engine out for the third time).
4 Dec 1979 - service at 42,238 miles with a new windscreen, new HT leads and clean carburettors.
23 Apr 1980 - at 44,481miles new fuel tank sender, new reversing lamp switch, new gearbox (the third gearbox), new hoses (again), new clutch cover and new fanbelt. Then at 45,038 miles an MOT, front wheel balance, clean battery lead, new number plate lamp bulbs and new brake pads.

3 Jun 1980 - at 45,953 miles a new clutch pedal and master cylinder (the second).
30 Jul 1980 - at 47,384 miles a new fan motor.
17 Sep 1980 - service at 48,320 miles, clean carburettors, new wiper blades and new brake linings.
7 Oct 1980 - at 48,662 miles a new clutch master cylinder (the third).
24 Dec 1980 - at 50,524 miles adjust brakes, new exhaust and new offside courtesy light switch.
15 Apr 1981 - at 52,015 miles, an MOT, radiator repair, new wheel centre and new n/s rear damper.
5 Nov 1981 - at 54,874 miles the V8 was eight years old and a below average mileage of under 7,000pa. Clean carburettors, new wiper motor, new brake shoes, new windscreen (number2), clean battery terminals, new axle oil seal, clean overdrive filters and new rear wheel cylinders.
27 Nov 1981 - at 55,048 miles new n/s front damper.
22 Apr 1982 - at 57,767 miles an MOT.
This is where the history gets hazy. There was another MOT in April 1983, but this was conveniently lost by the second owner as the car was sold in November 1983.
In 1984 refurbished wheels and new door panels were fitted, with a fan override switch. The next documentation is in 1985:
18 Sep 1985 - at "48,251" miles, an MOT.
25 Nov 1985 - sold again to the this third owner who was known to me and really into Magi's, and so on 5 April 1986 I was able to buy it from him. At that stage he was not aware of the mileage anomaly as he had not obtained the documents which I later obtained from the first owner. I contacted the second owner about the lost mileage. He was very evasive - obviously, and claimed that he had fitted new speedometer. Right. I estimated that there was at least 20,000 miles clocked, so in May 1986 I reset the mileage to 73,050 to better represent a true picture.
Finally: 16 Sep 1986 - at 77,803ml an MOT.

Since April 1986, the history file has been meticulously maintained. What this early history shows is that original UK sourced components did not last too well. The mileage even in regular use was not excessive at around 7,000 pa. Even so, the engine was out four times in six years, three new gearboxes, and continuing cooling problems, and hydraulic cylinder problems. I ran the V8 for 4 years, covering another 9,000 miles before taking it off the road for a bare shell rebuild, and in that time, it passed each MOT without problem and the only component to be replaced in that time was the starter solenoid. It never lost coolant and the clutch and gearbox were without fault.

What can we learn from this?
It was far more reliable as an old car than it ever was as a new car. Components did not last particularly well in the 70's and 80's, and one should always be sceptical about the mileage of an MGBGTV8. It is still rare to see one which has done over 100,000 miles. In addition to my notes above, the paintwork was badly vandalised in Cambridge just before I bought it. Every panel had been scratched with a sharp object. It has also had three knocks. One was at the front when an ambulance reversed into it in London, a second knock was to the rear which was put right when the rear bumper was replaced above, and a harder knock from behind in 1986 just after I bought it which gave me the benefit of another new bumper and rear end respray. Quite a history!